Method for setting inner pressure of vehicular external airbag, and vehicular external airbag system

FIELD OF THE INVENTION

The present invention relates to an improved method for setting an inner pressure of a vehicular external airbag inflated and deployed along the outer surfaces of a front windshield etc., and an improved vehicular external airbag system.

BACKGROUND OF THE INVENTION

Collision of an external obstacle or external object, such as a pedestrian, against a front portion of a vehicle may take various forms depending on the case. It is generally conceivable that an external object first collides against a front bumper or the like of a vehicle (this first collision will hereinafter be referred to as “primary collision”) and subsequently collides against another portion of the vehicle (this subsequent collision will hereinafter be referred to as “secondary collision”).

Japanese Patent Laid-Open Publication No. 2004-90812, for example, discloses a vehicular external airbag apparatus and method for deploying the vehicular external airbag, in accordance with which the external airbag is inflated and developed or deployed, upon primary collision of an external obstacle or object, to cover the front outside of the vehicle, such as the outer surfaces of the front pillars and front windshield, so as to lessen or cushion an impact caused by a secondary collision of the external object against the front outside of the vehicle.

<figref idref="DRAWINGS">FIGS. 10 and 11</figref> are explanatory of the vehicular external airbag apparatus and method for deploying the vehicular external airbag disclosed in the above-identified No. 2004-90812 publication. Specifically, <figref idref="DRAWINGS">FIG. 10</figref> shows a vehicle <b>500</b> equipped with the vehicular external airbag apparatus <b>510</b>, and <figref idref="DRAWINGS">FIG. 11</figref> is a sectional side view of the vehicular external airbag apparatus <b>510</b>.

The conventional vehicular external airbag apparatus <b>510</b> includes an external airbag <b>511</b> to be inflated and deployed along the outer surfaces of the front windshield <b>501</b> and other part adjoining the front windshield <b>501</b> of the vehicle <b>500</b> (see <figref idref="DRAWINGS">FIG. 10</figref>), an inflator <b>512</b> for producing high-pressure gas to inflate the airbag <b>511</b>, and a storage case <b>513</b> for storing the airbag <b>511</b> in a folded position and storing the inflator <b>512</b> as well.

Upon primary collision of an external object (not shown) against a front bumper <b>502</b> of the vehicle <b>500</b>, the high-pressure gas is produced from the inflator <b>512</b> to inflate and deploy the airbag <b>511</b> along the outer surfaces of the front windshield <b>501</b> and other part adjoining the front windshield <b>501</b>, so as to cushion an impact caused by a secondary collision of the external object against another portion of the vehicle <b>100</b>.

Further, as illustrated in <figref idref="DRAWINGS">FIG. 11</figref>, the airbag <b>511</b> has a vent hole <b>514</b>, and an airbag pressure release mechanism <b>515</b> that lets out the gas from the airbag <b>511</b> to the atmosphere through the vent hole <b>514</b> once the inner pressure of the airbag <b>511</b> reaches a predetermined level value. When the inner pressure of the airbag <b>511</b> has reached the predetermined level value, for instance, as the external object collides and presses against the deployed airbag <b>511</b>, the airbag pressure release mechanism <b>515</b> causes the vent hole <b>514</b> to open. As a consequence, the gas within the airbag <b>511</b> is allowed to escape through the vent hole <b>514</b> to the atmosphere.

Form of the secondary collision of the external object against the outer surface of the vehicle <b>500</b> varies from one case to another. For example, a position and time at which the external object comes into the secondary collision against the inflated and deployed airbag <b>511</b> differ depending on the size (weight included) of the external object and colliding velocity of the external object coming into the secondary collision; for example, if pedestrians are assumed as possible colliding external objects, each pedestrian has a different height and weight. As generally known, the colliding velocity at which a relatively tall pedestrian comes into the secondary collision is lower than the colliding velocity at which a shorter pedestrian comes into the secondary collision, and hence the time point at which the tall pedestrian comes into the secondary collision tends to be later than the time point at which the shorter pedestrian comes into the secondary collision.

For such reasons, it is preferable that arrangements be made for sufficiently cushioning the impact on the external object irrespective of the size (weight included) and colliding velocity of the external object coming into the secondary collision.

As also generally known, the time point at which an external object comes into the secondary collision after the primary collision against a vehicle differs depending on a traveling velocity of the vehicle. Namely, the lower the traveling velocity of the vehicle, the later the time point of the secondary collision. Thus, it is also preferable that arrangements be made for sufficiently cushioning the impact on the external object irrespective of the traveling velocity of the vehicle at the time point of the primary collision.

SUMMARY OF THE INVENTION

In view of the foregoing prior art problems, it is an object of the present invention to provide a technique which can sufficiently lessen or cushion an impact on an external object, coming into a secondary collision against a vehicular external airbag inflated and deployed along the outer surfaces of a front windshield and other part adjoining the front windshield of a vehicle, irrespective of the size and colliding velocity of the external object.

It is another object of the present invention to provide a technique which can sufficiently cushion an impact on an external object, colliding against a vehicle, irrespective of the traveling velocity of the vehicle at the time point of the collision.

It is still another object of the present invention to provide a technique which can set optimal inner pressure control characteristics for a vehicular external airbag, with a simple procedure, during development stages of a vehicular external airbag apparatus.

According to one aspect of the present invention, there is provided an improved method for setting, by use of a plurality of dummies of different sizes, an inner pressure of a vehicular external airbag having been deployed along the outer surface of at least a front windshield of a vehicle, and the method comprises: when a small-size dummy of the plurality of dummies collided against the vehicle and once a head of the small-size dummy hits the external airbag at a predetermined velocity, a first step of setting the inner pressure of the deployed external airbag to a characteristic such that the inner pressure takes a predetermined maximum level value capable of not only preventing the small-size dummy from bouncing off the external airbag but also preventing the head of the small-size dummy from hitting a bottom of the external airbag; and when a medium-size dummy of the plurality of dummies collided against the vehicle, a second step of setting the inner pressure of the deployed external airbag to a characteristic such that the inner pressure decreases away from the predetermined maximum level value at a pre-determined decrease rate to prevent the medium-size dummy from bouncing off the external airbag. The characteristics, to which the inner pressure have been set by the first step and second step, are set as inner pressure control characteristics for the vehicular external airbag.

In the present invention, the inner pressure control characteristics for the airbag inflated and deployed along the outer surfaces of the front windshield and parts adjoining the front windshield are set in the following manner, using the dummies simulative of external objects (i.e., pedestrians) of various sizes colliding against the vehicle.

Namely, when the small-size dummy has collided against the vehicle (“primary collision”) and once the head of the small-size dummy hits the external airbag (“secondary collision”) at a predetermined velocity, the present invention sets, at the first step, the inner pressure of the deployed external airbag to such a characteristic as to cause the inner pressure to take the predetermined maximum level value that can prevent the small-size dummy from bouncing off the external airbag but also prevent the head of the small-size dummy from hitting the bottom of the external airbag and hence the vehicle body beneath the airbag.

It has been known or confirmed previously that the head of the small-size dummy, having a small height and weight, comes into the secondary collision against the vehicle at a predetermined velocity. By setting the inner pressure of the external airbag to the aforementioned characteristic, it is possible to sufficiently lessen or cushion the impact on the small-size dummy when the head of the dummy has collided against the vehicle.

The medium-size dummy is taller and heavier than the small-size dummy, and thus, the time point when the medium-size dummy hits the airbag tends to be later than the time point when the small-size dummy hits the airbag. In view of such a tendency, the present invention sets, at the second step, the inner pressure of the deployed external airbag to such a characteristic as to cause the inner pressure to decrease, away from the maximum level value, at a predetermined decrease rate to prevent the medium-size dummy from bouncing off the external airbag, so that it is possible to sufficiently lessen the impact on the medium-size dummy as well.

In this manner, the method of present invention can afford the superior, unique benefit that it can sufficiently cushion the impact on both of the small- and medium-size dummies (pedestrian dummies) irrespective of the size and colliding velocity of the dummies coming into the secondary collision against the vehicle.

The optimal characteristics, to which the inner pressure have been set by the first step and second step, are set as (target) inner pressure control characteristics for subsequent use in controlling the inner pressure of the vehicular external airbag when an actual external object, such as a pedestrian has collided against the vehicle during travel of the vehicle on a road or the like.

Further, the present invention allows the inner pressure of the airbag to be set appropriately with a simple procedure during the development stages of the vehicular external airbag and deploying method for the external airbag. Namely, individual inner pressure settings or specifications can be set easily with minimized trial and error during tests using the pedestrian-simulating dummies, for each of various vehicles.

Preferably, the method of the present invention further includes a third step of, when a large-size dummy of the plurality of dummies, greater in size than the small- and medium-size dummies, has collided against the vehicle and once the head of the large-size dummy hits the external airbag at a predetermined velocity, setting the inner pressure of the deployed external air bag to a characteristic such that the inner pressure is kept, for a pre-determined time period, at a predetermined level value that is smaller than the maximum level value and capable of not only preventing the large-size dummy from bouncing off the external airbag but also preventing the head of the large-size dummy from hitting the bottom of the external airbag. The characteristic, to which the inner pressure has been set by the third step, is set as another inner pressure control characteristic for the external vehicle.

The large-size dummy is taller and heavier than the medium-size dummy, and thus, the time point when the large-size dummy hits the airbag tends to be later than the time point when the medium-size dummy hits the airbag. In view of such a tendency, the present invention keeps the inner pressure at a predetermined low level value and can thereby sufficiently lessen the impact on the large-size dummy having hit the airbag. With the aforementioned arrangements, the method of the present invention can versatilely and sufficiently lessen the impact on all of the small-, medium- and large-size dummies as dummy external objects. Thus, the present invention can sufficiently lessen the impact on various external objects even where there exist great differences in size and colliding velocity among the external objects.

According to another aspect of the present invention, there is provided a vehicular external airbag system, which comprises: an inner pressure control characteristic setting unit storing therein predetermined pressure control characteristics set in advance in the same manner as described above in relation to the method of the present invention and intended to control an inner pressure of a vehicular external airbag having been deployed along the outer surface of at least a front windshield of the vehicle; and a vehicular external airbag apparatus. In the system, the vehicular external airbag apparatus comprises: the external airbag; an inflator for inflating and deploying the external airbag upon detection of a collision of an external object against the vehicle; and a control section adapted to control the inner pressure of the external airbag, via the inflator, in accordance with the inner pressure control characteristics stored in the inner pressure control characteristic setting unit.

When a small-size external object has collided against the vehicle and once a part of the small-size external object hits the external airbag at a predetermined velocity, the control section of the vehicular external airbag apparatus performs first control, in accordance with the inner pressure control characteristics stored in the inner pressure control characteristic setting unit, such that the inflator is ignited at predetermined first timing and the inner pressure of the deployed external airbag takes a predetermined maximum level value capable of not only preventing the small-size external object from bouncing off the external airbag but also preventing the part of the small-size external object from hitting a bottom of the external airbag.

It has been known or confirmed previously that the part of the small-size external object, having a small height and weight, comes into the secondary collision against the vehicle at a predetermined velocity. By the control section performing the first control in accordance with the inner pressure control characteristics, stored in the inner pressure control characteristic setting unit, so that the inner pressure takes the pre-determined maximum level value, it is possible to sufficiently lessen or cushion the impact on the small-size external object.

When a large-size external object, greater in size than the small-size external object, has collided against the vehicle and once a part of the large-size external object hits the external airbag at a predetermined velocity, the control section performs second control, in accordance with the inner pressure control characteristics stored in the inner pressure control characteristic setting unit, such that the inflator is ignited at predetermined second timing later than the first timing and the inner pressure is kept, for a predetermined time period, at a predetermined level value smaller than the maximum level value and capable of not only preventing the large-size external object from bouncing off the external airbag but also preventing the part of the large-size external object hitting the bottom of the external airbag.

The medium- and large-size external objects are each taller and heavier than the small-size external object. Thus, the time point when the medium-size or large-size external object hits the airbag tends to be later than the time point when the small-size external object hits the airbag. In view of such a tendency, the control section starts keeping the inner pressure at the predetermined low level value at a time point later than the time point when the small-size external object collides against the vehicle, which can thereby sufficiently lessen the impact on the medium- and large-size external objects having hit the airbag.

In the above-described manner, the present invention can sufficiently lessen the impact on all of the small-, medium- and large-size external objects. Thus, the present invention can sufficiently lessen the impact on every possible colliding external object even where there exist great differences in size and colliding velocity among the external objects coming into the secondary collision against the inflated and deployed airbag.

Preferably, when a traveling velocity of the vehicle detected when the external object has collided against the vehicle is lower than a pre-determined reference velocity, the control section of the airbag apparatus controls the second activation (e.g., ignition) timing to be delayed by a predetermined time as compared to when the traveling velocity of the vehicle detected is not lower than the predetermined reference velocity.

Because only the second timing is varied in accordance with the detected traveling velocity, sufficient protection performance of the vehicular external airbag apparatus of the present invention can be secured reliably not only during high-velocity travel but also during low-velocity travel. Namely, even during low-velocity travel, the desired second inner pressure characteristic for the deployed airbag can be maintained.

Further, because the first ignition timing is constant irrespective of the traveling velocity of the vehicle, the airbag can be promptly inflated and deployed upon the initial or primary collision of the external object against the vehicle so that desired inner pressure characteristics can be secured. Therefore, irrespective of behavior of the external object coming into the secondary collision, sufficient protection performance of the vehicular external airbag apparatus of the invention can be secured reliably.

As apparent from the foregoing, the impact on every external object colliding against the vehicle can be sufficiently lessened irrespective of the traveling velocity at the time of the primary collision of the external object against the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

Certain preferred embodiments of the present invention will hereinafter be described in detail, by way of example only, with reference to the accompanying drawings, in which:

<figref idref="DRAWINGS">FIG. 1</figref> is a plan view showing a front half section of a vehicle equipped with a vehicular external airbag apparatus which constitutes a vehicular external airbag system of the present invention together with an inner pressure control characteristic setting unit;

<figref idref="DRAWINGS">FIG. 2</figref> is a sectional view taken along the line <b>2</b>—<b>2</b> of <figref idref="DRAWINGS">FIG. 1</figref>;

<figref idref="DRAWINGS">FIG. 3</figref> is a block diagram showing an example construction of an inflator employed in the vehicular external airbag apparatus of <figref idref="DRAWINGS">FIG. 1</figref>;

<figref idref="DRAWINGS">FIG. 4</figref> is a view explanatory of a manner in which a vehicular external airbag is inflated and deployed in the vehicular external airbag apparatus;

<figref idref="DRAWINGS">FIG. 5</figref> is a schematic view showing three different dummy pedestrians employed to set inner pressure control characteristics for the external airbag via the inner pressure control characteristic setting unit of <figref idref="DRAWINGS">FIG. 3</figref>;

<figref idref="DRAWINGS">FIG. 6</figref> is a diagram explanatory of inner pressure control characteristics for the vehicular external airbag set via the inner pressure control characteristic setting unit of <figref idref="DRAWINGS">FIG. 3</figref>;

<figref idref="DRAWINGS">FIG. 7A</figref> is a flow chart showing a first portion of an example operational sequence carried out by the inner pressure control characteristic setting unit for setting the inner pressure control characteristics for the vehicular external airbag in accordance with the present invention;

<figref idref="DRAWINGS">FIG. 7B</figref> is a flow chart showing a second portion of the operational sequence for setting the inner pressure control characteristics for the vehicular external airbag in accordance with the present invention;

<figref idref="DRAWINGS">FIG. 7C</figref> is a flow chart showing a third portion of the operational sequence for setting the inner pressure control characteristics for the vehicular external airbag in accordance with the present invention;

<figref idref="DRAWINGS">FIG. 7D</figref> is a flow chart showing a fourth portion of the operational sequence for setting the inner pressure control characteristics for the vehicular external airbag in accordance with the present invention;

<figref idref="DRAWINGS">FIG. 8</figref> is a diagram explanatory of inner pressure characteristics of the vehicular external airbag actually achieved through control by a control section of the vehicular external airbag apparatus;

<figref idref="DRAWINGS">FIG. 9</figref> is a flow chart showing an example control sequence executed by the control section in the vehicular external airbag apparatus;

<figref idref="DRAWINGS">FIG. 10</figref> is a perspective view of a vehicle equipped with a conventional vehicular external airbag apparatus; and

<figref idref="DRAWINGS">FIG. 11</figref> is a sectional side view of the conventional vehicular external airbag apparatus.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

It should be noted that the terms “front”, “rear”, “left”, “right”, “upper”, “lower”, etc. used herein represent various directions as viewed by a human operator or driver of a vehicle.

<figref idref="DRAWINGS">FIG. 1</figref> is a plan view showing a front half section of a vehicle equipped with a vehicular external airbag apparatus which constitutes a vehicular external airbag system of the present invention together with an inner pressure control characteristic setting unit <b>200</b> (<figref idref="DRAWINGS">FIG. 3</figref>). <figref idref="DRAWINGS">FIG. 2</figref> is a sectional view taken along the line <b>2</b>—<b>2</b> of <figref idref="DRAWINGS">FIG. 1</figref>. The inner pressure control characteristic setting unit <b>200</b> may be implemented by a computer.

As shown in <figref idref="DRAWINGS">FIG. 1</figref>, the vehicle <b>10</b> includes a front windshield <b>13</b> provided between front left and right pillars <b>12</b>, a cowl top <b>14</b> extending forward from a lower end portion of the front windshield <b>13</b>, and a hood <b>15</b> disposed forwardly of the cowl top <b>14</b>. The hood <b>15</b> has is a front-opening hood which has left and right rear end portions openably mounted on a vehicle body <b>11</b>. Also, the hood <b>15</b> is lockable at its front end portion to the vehicle body <b>11</b> by means of a not-shown hood lock.

As shown in <figref idref="DRAWINGS">FIG. 2</figref>, the cowl top <b>14</b> is a duct-shaped member extending in a transverse or width direction of the vehicle <b>10</b>, and it includes a plate-shaped, external-air introducing grill <b>21</b> extending forwardly and downwardly from the lower end of the front windshield <b>13</b>, a front or outer cowl top portion <b>22</b>, and a rear or inner cowl top portion <b>23</b>. Front engine room <b>25</b> and rear vehicle compartment <b>26</b> can be partitioned off from each other by means of a dashboard <b>24</b> extending downward from the lower end of the cowl top <b>14</b>.

As seen in <figref idref="DRAWINGS">FIGS. 1 and 2</figref>, the vehicle <b>10</b> includes an external-object-collision detecting sensor <b>31</b> disposed on a front end portion (e.g., front bumper <b>27</b>) of the vehicle body <b>11</b>, a vehicle velocity sensor <b>32</b> for detecting a traveling velocity of the vehicle <b>10</b>, and a control section <b>33</b> that may be implemented by a microcomputer. The vehicle <b>10</b> also includes, under a rear portion of the hood <b>15</b>, a vehicular external airbag apparatus <b>40</b> constructed according to the present invention.

The external-object-collision detecting sensor <b>31</b> is, for example, in the form of an acceleration sensor. The vehicular external airbag apparatus <b>40</b> is constructed to inflate and develop or deploy an airbag <b>41</b> along the outer surfaces of the front windshield <b>13</b> and left and right front pillars <b>12</b> adjoining the opposite sides of the front windshield <b>13</b>.

As seen from <figref idref="DRAWINGS">FIG. 2</figref>, the vehicular external airbag apparatus <b>40</b> of the present invention comprises the airbag <b>41</b> inflatable and deployable along the outer surfaces of the front windshield <b>13</b> and left and right front pillars <b>12</b> disposed at the opposite sides of the front windshield <b>13</b>, an inflator <b>42</b> for producing high-pressure gas to inflate the airbag <b>41</b>, and a retainer <b>43</b> for storing the airbag <b>41</b> in a folded position along with the inflator <b>42</b>, and a cover <b>44</b> covering an upper opening of the retainer <b>43</b>.

<figref idref="DRAWINGS">FIG. 3</figref> is a block diagram showing an example construction of the inflator <b>42</b> employed in the vehicular external airbag apparatus of <figref idref="DRAWINGS">FIG. 1</figref>. As shown, the inflator <b>42</b> includes a case <b>51</b> divided into first and second chambers <b>52</b> and <b>53</b> which are filled with gas generating agents <b>54</b> and <b>55</b>, respectively, and first and second igniters <b>56</b> and <b>57</b> for igniting the respective gas generating agents <b>54</b> and <b>55</b> independently of each other.

Once the external-object-collision detecting sensor <b>31</b> detects that an external object has collided against a front portion of the vehicle <b>11</b>, the control section <b>33</b>, in response to a collision detection signal output from the sensor <b>31</b>, first generates an ignition (or activation) signal to be supplied to the first igniter <b>56</b> and then, upon passage of a predetermined time, generates an ignition signal to be supplied to the second igniter <b>57</b>.

Consequently, the first igniter <b>56</b> ignites the gas generating agent <b>54</b> in the first chamber <b>52</b>, and thus, a great amount of the high-pressure gas is produced from the ignited gas generating agent <b>54</b> so that the airbag <b>41</b> is inflated and deployed rapidly. After that, the second igniter <b>57</b> ignites the gas generating agent <b>55</b> in the second chamber <b>53</b>, and thus, a great amount of high-pressure gas is produced from the ignited gas generating agent <b>55</b> so that the deployed airbag <b>41</b> is kept at a preset inner pressure level.

Further, a velocity of the vehicle <b>10</b> at the time point when the external object has collided against the vehicle <b>10</b>, i.e. when the external-object-collision detecting sensor <b>31</b> has detected the collision of the external object, is detected via the vehicle velocity sensor <b>32</b>. In response to a velocity detection signal output from the vehicle velocity sensor <b>32</b>, the control section <b>33</b> controls timing at which the ignition signal should be supplied to the second igniter <b>57</b>, as will be later detailed.

With reference to <figref idref="DRAWINGS">FIGS. 1 and 4</figref>, the following paragraphs describe a manner in which the airbag <b>41</b> of the vehicular external airbag apparatus <b>40</b> is inflated and deployed under control of the control section <b>33</b>.

<figref idref="DRAWINGS">FIG. 4</figref> is a view explanatory of the manner in which the airbag <b>41</b> of the vehicular external airbag apparatus <b>40</b> is deployed, which particularly shows the airbag <b>41</b> having been inflated and deployed from the folded position of <figref idref="DRAWINGS">FIG. 2</figref>. Namely, when some external object (e.g., pedestrian) has collided against a front portion, such as the front bumper <b>27</b> of <figref idref="DRAWINGS">FIG. 1</figref>, of the vehicle <b>10</b>, the high-pressure gas is produced from the inflator <b>42</b> of <figref idref="DRAWINGS">FIG. 4</figref> to inflate and deploy the airbag <b>41</b> out of the retainer <b>43</b>, so that the airbag <b>41</b> assumes a deployed position as indicated by a phantom line in <figref idref="DRAWINGS">FIG. 1</figref>.

In this way, the external airbag <b>41</b> can cover the upper surface of the cowl top <b>41</b>, lower portion and front surface of the front windshield <b>13</b> and the almost entire outer surfaces of the left and right front pillars <b>12</b>. As a result, the airbag <b>41</b> can effectively cushion an impact on the external object Mn (<figref idref="DRAWINGS">FIG. 4</figref>) when the external object, having been thrown up and over the hood <b>15</b> by the primary collision against the front portion of the vehicle <b>10</b>, comes into a secondary collision, to thereby effectively protect the external object.

As illustratively shown in <figref idref="DRAWINGS">FIG. 4</figref>, the external airbag <b>41</b> has a vent hole <b>61</b> which is a small hole for letting out the gas from the airbag <b>41</b> when a predetermined condition has been met. By thus letting out the gas from the airbag <b>41</b> to the atmosphere, the inner pressure Pb of the airbag <b>41</b> can be lowered in an appropriately-controlled manner. Position of the vent hole <b>61</b> in the airbag <b>41</b> and size and number of the vent hole <b>61</b> are set optimally as will be later described.

According to the present invention, (target) inner pressure control characteristics for the external airbag <b>41</b>, having been inflated and deployed upon the collision along the outer surfaces of the front windshield <b>13</b> and other parts adjoining the front windshield <b>13</b>, are set and stored in advance by the inner pressure control characteristic setting unit <b>200</b> in the following manner, using three different types (particularly, sizes) of dummy pedestrians (i.e., small-, medium- and large-size dummies Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b> specifically illustrated in <figref idref="DRAWINGS">FIG. 5</figref>) as dummy external objects coming into a secondary collision against the airbag <b>41</b>.

<figref idref="DRAWINGS">FIG. 5</figref> is a schematic view showing three different dummy pedestrians (or pedestrian-simulating dummies) employed to set in advance inner pressure control characteristics for the airbag via the inner pressure control characteristic setting unit <b>200</b> of <figref idref="DRAWINGS">FIG. 3</figref>.

The small-size dummy Mn<b>1</b> represents or simulates a smallest pedestrian (whose height St<b>1</b> is for example 152 cm) that is employed in setting the inner pressure control characteristics for the external airbag <b>41</b>.

The medium-size dummy Mn<b>2</b> represents or simulates a medium-size pedestrian (whose height St<b>2</b> is for example 176 cm) employed in setting the inner pressure control characteristics for the external airbag <b>41</b>. The medium-size dummy Mn<b>2</b> is taller and heavier than the small-size dummy Mn<b>1</b>.

The large-size dummy Mn<b>3</b> represents or simulates a large-size pedestrian (whose height St<b>3</b> is for example 187 cm) employed in setting the inner pressure control characteristics for the external airbag <b>41</b>. The large-size dummy Mn<b>3</b> is taller and heavier than the medium-size dummy Mn<b>2</b>.

The following paragraphs describe the inner pressure setting method of the present invention, with reference to <figref idref="DRAWINGS">FIG. 6</figref> and <figref idref="DRAWINGS">FIGS. 3–5</figref>.

Note that the inner pressure setting method of the present invention sets in advance optimal airbag inner pressure control characteristics on the assumption that the vehicle <b>10</b> has already reached a predetermined reference traveling velocity at the time point of a primary collision of the external object against the vehicle <b>10</b>.

<figref idref="DRAWINGS">FIG. 6</figref> is a diagram explanatory of inner pressure control characteristics for the external airbag <b>41</b> which are set in advance, via the inner pressure control characteristic unit <b>200</b>, for subsequent use in controlling the inner pressure of the external airbag <b>41</b>. In <figref idref="DRAWINGS">FIG. 6</figref>, the horizontal axis represents the elapsed time Ti (msec), and the vertical axis represents the inner pressure level value Pb (kPa) of the airbag <b>41</b>. More specifically, in <figref idref="DRAWINGS">FIG. 6</figref>, variation in the inner pressure characteristics of the airbag <b>41</b> with respect to the elapsed time from the time point when the dummy pedestrian has collided against a front portion of the vehicle <b>10</b> (i.e., primary collision time point) is indicated by an inner pressure control characteristic curve Ba. It can be said that the inner pressure control characteristic curve Ba indicates variation in inner pressure characteristics of the airbag <b>41</b> provided or achieved in accordance with the inner pressure control characteristics set on the basis of the inventive method. Time point “T<b>0</b>” (msec) represents the primary collision time point when any one of the above-mentioned dummy pedestrians is assumed to have collided against a front portion of the vehicle <b>10</b>, and “T<b>1</b>”–“T<b>6</b>” represent different elapsed times from the primary collision time point T<b>0</b>.

According to the inner pressure characteristic curve Ba, upon detection, by the above-mentioned external-object-collision detecting sensor <b>31</b>, of a collision of any one of the dummy pedestrians (i.e., small-, medium- or large-size dummy Mn<b>1</b>, Mn<b>2</b> or Mn<b>3</b>) at the primary collision time point T<b>0</b>, the first igniter <b>56</b> is ignited at the first time point (which may be referred to as “first ignition timing” T<b>1</b> in response to the detection signal output from the sensor <b>31</b> so that the inflator <b>42</b> produces the high-pressure gas. Thus, the airbag <b>41</b> starts to be inflated by the pressure of the produced gas, so that the inner pressure Pb of the airbag <b>41</b> increases.

Note that the “first time point T<b>1</b>” represents a time necessary to ignite the first igniter <b>56</b> after the primary collision has been detected by the external-object-collision detecting sensor <b>31</b>.

Further, according to the inner pressure characteristic curve Ba, after the airbag <b>41</b> has been fully inflated and deployed by the inflator <b>42</b>, the inner pressure Pb of the airbag <b>41</b> reaches a predetermined maximum level value P<b>1</b> at or slightly prior to the second time point T<b>2</b> and then starts gradually decreasing from the maximum level value P<b>1</b> after the second time point T<b>2</b>. Namely, the inner pressure Pb of the airbag <b>41</b> is held at the maximum level value P<b>1</b> at least at the second time point T<b>2</b>.

Time zone for which the maximum level value P<b>1</b> is substantially maintained, i.e. time zone which includes the second time point T<b>2</b> and regions preceding and following the second time point T<b>2</b>, will hereinafter be referred to as “first impact cushioning zone Sm”. Further, a predetermined time zone from the third time point T<b>3</b>, following the second time point T<b>2</b>, to the next fourth time point T<b>4</b> will hereinafter be referred to as “second impact cushioning zone Mi”. Further, a predetermined time zone from the fourth time point T<b>4</b> to the next fifth time point T<b>5</b> will hereinafter be referred to as “second ignition zone Ig”.

Note that the third, fourth and fifth time points T<b>3</b>, T<b>4</b> and T<b>5</b> represent preset elapsed times from the primary collision time point T<b>0</b>.

In the first impact cushioning zone Sm, the maximum level value P<b>1</b> can be maintained because the amount of the gas produced form the inflator <b>42</b> is kept greater than the amount of the gas caused to escape through the vent hole <b>61</b> to the atmosphere. Following the first impact cushioning zone Sm, the amount of the gas produced form the inflator <b>42</b> is decreased to be less than the amount of the gas caused to escape through the vent hole <b>61</b> to the atmosphere, so that the inner pressure Pb gradually decreases.

According to the inner pressure characteristic curve Ba, the inner pressure Pb decreases gradually, away from the maximum level value P<b>1</b>, in the second impact cushioning zone Mi at an actual decrease rate Ra that is relatively great.

Of the inner pressure control characteristic curve Ba, a characteristic curve of the inner pressure Pb decreasing in the second impact cushioning zone Mi will hereinafter be referred to as “actual inner pressure decrease rate curve Lr”. The actual inner pressure decrease rate curve Lr passes, at the second time point T<b>2</b>, a range between upper and lower limit level values Pmax and Pmin and slants downwardly in the second impact cushioning zone Mi with a relatively great inclination due to the relatively great decrease rate Ra.

More specifically, the inner pressure Pb at the third time point T<b>3</b> takes a level value P<b>2</b> lower than the maximum level value P<b>1</b>. The inner pressure Pb at the fourth time point T<b>4</b> takes a level value P<b>3</b> further lower than the level value P<b>2</b>. Therefore, the above-mentioned actual decrease rate Ra can be calculated by the following equation: <br /><i>Ra</i>=(<i>P</i>2<i>−P</i>3)/<i>P</i>2

The third time point T<b>3</b> is when the upper part of the body of the medium-size dummy Mn<b>2</b>, having collided against the vehicle as a dummy colliding external object, is estimated to become stationary after the primary collision at a predetermined reference (or target) high velocity. The fourth time point T<b>4</b> is when the head Hd<b>2</b> of the medium-size dummy Mn<b>2</b> is estimated to hit the airbag <b>41</b>.

Furthermore, according to the inner pressure characteristic curve Ba, the inner pressure Pb of the airbag <b>41</b>, gradually decreasing away from the maximum level value P<b>1</b>, substantially maintains a predetermined low pressure level value P<b>4</b> in a part of the second ignition zone Ig from the sixth time point T<b>6</b> at least to the fifth time point T<b>5</b>.

The fifth time point T<b>5</b> is when the head Hd<b>2</b> of the medium-size dummy Mn<b>2</b>, having hit the airbag <b>41</b>, is estimated to have been displaced most after the contact with the airbag <b>41</b>. The sixth time point T<b>6</b> represents timing for igniting the second igniter <b>57</b>, which is set at an appropriate point between the fourth time point T<b>4</b> and the fifth time point T<b>5</b>.

Thus igniting or activating the second igniter <b>57</b> allows the inflator <b>42</b> to produce the high-pressure gas, by which the inner pressure Pb of the airbag <b>41</b> can be substantially kept at the predetermined low level value P<b>4</b> for a predetermined time period. Predetermined time zone immediately following the sixth time point i.e., second ignition (or activation) timing) T<b>6</b> will hereinafter be referred to as “third impact cushioning zone Hi”.

Namely, the present invention is characterized by optimally setting the inner pressure control characteristics for the inflated and deployed airbag <b>41</b> in the following manner, using the dummy pedestrians of different sizes. In other words, the inner pressure Pb of the external airbag <b>41</b> is set, in accordance with the inner pressure control characteristics, to respective optimal levels in the first to third impact cushioning zones Sm, Mi and Hi to versatilely protect the small-, medium- and large-size colliding external objects (dummies Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b>) as explained in more detail below.

(1) The maximum level value P<b>1</b> of the inner pressure Pb in the first impact cushioning zone Sm at and around the second time point T<b>2</b> is set within a range from the predetermined lower limit level value Pmin to the predetermined upper limit level value Pmax (i.e., Pmin≦P<b>1</b>≦Pmax).

Namely, the second time point T<b>2</b> is when the head Hd<b>1</b> of the small-size dummy Mn<b>1</b>, having collided against the vehicle as a dummy colliding external object, is estimated to hit the airbag <b>41</b> at a predetermined reference (or target) high velocity. The lower limit level value Pmin represents a smallest one of inner pressure level values that can appropriately prevent the head Hd<b>1</b> of the small-size pedestrian-simulating dummy Mn<b>1</b> from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b> and hence the vehicle body (see <figref idref="DRAWINGS">FIG. 4</figref>) at the second time point T<b>2</b>. The upper limit level value Pmax, on the other hand, represents a greatest one of inner pressure level values which can appropriately prevent the small-size dummy Mn<b>1</b> from greatly bouncing off the airbag <b>41</b> at the second time point T<b>2</b>.

The above-mentioned lower and upper limit level values Pmin and Pmax are determined in view of the shapes, sizes, etc. of the front windshield <b>13</b> and adjoining parts and shape, size and degree of deformation, etc. of the external airbag <b>41</b>.

(2) The actual decrease rate Ra of the inner pressure Pb in the second impact cushioning zone Mi is set greater than a reference decrease rate Rs that is a constant rate preset on the basis of the inner pressure level value P<b>2</b> at the third time point T<b>3</b>.

As noted above, the inner pressure characteristic curve Ba is set, at the second time point T<b>2</b>, to the relatively great maximum level value P<b>1</b> so as to reliably protect the head Hd<b>1</b> of the small-size dummy Mn<b>1</b>. Therefore, the inner pressure level value P<b>2</b> at the third time point T<b>3</b> immediately following the second time point T<b>2</b> is still too great to protect the head Hd<b>2</b> of the medium-size dummy Mn<b>2</b>. For this reason, the inner preset control characteristics are set to lower the inner pressure Pb by more than a predetermined amount, on the basis of the reference decrease ratio Rs, prior to arrival at the fourth time point T<b>4</b> when the head Hd<b>2</b> of the medium-size dummy Mn<b>2</b> is estimated to hit the airbag <b>41</b>.

Characteristic of the predetermined reference decrease ratio Rs can be expressed by a linear reference internal-pressure decrease line as depicted at Ls in <figref idref="DRAWINGS">FIG. 6</figref>. Because the actual decrease rate Ra exceeds the reference internal-pressure decrease line Ls, an actual internal-pressure decrease rate line Lr has a greater inclination than the reference internal-pressure decrease line Ls, as seen in <figref idref="DRAWINGS">FIG. 6</figref>.

Inner-pressure decrease rate line Ld of a lower limit reference in the second impact cushioning zone Mi is a reference line that passes the lower limit level value Pmin at the second time point and gradually decreases with the elapsed time Ti. Inner-pressure decrease rate line Lu of an upper limit reference in the second impact cushioning zone Mi is a reference line that passes the upper limit level value Pmax at the second time point and gradually decreases with the elapsed time Ti. These reference inner-pressure decrease rate lines Ls and Ld also represent a reference decrease rate equal to the decrease rate Rs.

(3) The inner pressure Pb in the third impact cushioning zone Hi is set to substantially keep the predetermined low level value P<b>4</b> that may be referred to as “latter-period reference minimum level value P<b>4</b>”. That is, the predetermined time zone following the sixth time point T<b>6</b> (i.e., third impact cushioning zone Hi) is when the head Hd<b>3</b> of the large-size dummy Mn<b>3</b>, having collided against the vehicle as a dummy colliding external object, is estimated to hit the airbag <b>41</b> at a predetermined reference (or target) high velocity while the inner pressure Pb is still gradually decreasing from the maximum level value P<b>1</b>.

The latter-period reference minimum level value P<b>4</b> represents an inner pressure level value that can not only prevent the large-size dummy Mn<b>3</b> from greatly bouncing off the airbag <b>41</b> but also prevent the head Hd<b>3</b> of the large-size dummy Mn<b>3</b> from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b>. The latter-period reference minimum level value P<b>4</b> is determined in view of the shapes, sizes, etc. of the front windshield <b>13</b> and adjoining parts and shape, size and degree of deformation, etc. of the external airbag <b>41</b>.

Note that the “predetermined time zone following the sixth time point T” is a time range when the head Hd<b>3</b> of the large-size dummy Mn<b>3</b> is estimated to hit the external airbag <b>41</b>.

As apparent from the foregoing, the inner pressure setting method of the present invention is characterized in that, when the small-size pedestrian-simulating dummy Mn<b>1</b> has collided against the vehicle <b>10</b> as a dummy colliding external object and at the time point T<b>2</b> and once the head Hd<b>1</b> of the small-size dummy Mn<b>1</b> hits the deployed airbag <b>41</b> at the predetermined reference high velocity, the inner pressure Pb of the external airbag <b>41</b> is set to a characteristic such that the inner pressure takes the predetermined maximum level value P<b>1</b> that can not only prevent the dummy Mn<b>1</b> from greatly bouncing off the airbag <b>41</b> but also prevent the head Hd<b>1</b> of the dummy Mn<b>1</b> from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b>.

It has previously been known or confirmed that the head Hd<b>1</b> of the small-size dummy Mn<b>1</b>, having a small height St<b>1</b> and weight, comes into the secondary collision at a predetermined reference (or target) high velocity. By setting the inner pressure characteristic for the airbag <b>41</b> such that the inner pressure Pb when the head Hd<b>1</b> of the small-size dummy Mn<b>1</b> has hit the airbag <b>41</b> takes the maximum level value P<b>1</b>, it is possible to sufficiently cushion the impact from the secondary collision on the small-size dummy Mn<b>1</b>.

Further, the inner pressure setting method of the present invention is characterized in that, when the medium-size pedestrian-simulating dummy Mn<b>2</b> has collided against the vehicle as a dummy colliding external object, the inner pressure is set to a characteristic such that it decreases away from the maximum level value P<b>1</b> at the predetermined decrease rate Ra to effectively prevent the medium-size dummy Mn<b>2</b> from greatly bouncing off the airbag <b>41</b> at the time point T<b>3</b> when the dummy Mn<b>2</b> hits the airbag <b>41</b> at the predetermined reference high speed.

The medium-size dummy Mn<b>2</b> is taller and heavier than the small-size dummy Mn<b>1</b>. Thus, the time point (T<b>3</b>) at which the medium-size dummy Mn<b>2</b> hits the airbag <b>41</b> tends to be later than the time point (T<b>2</b>) at which the small-size dummy Mn<b>1</b> hits the airbag <b>41</b>. In view of such a tendency, the present invention sets the inner pressure Pb when the medium-size dummy Mn<b>2</b> hits the airbag <b>41</b> to be lower than the above-mentioned maximum level value P<b>1</b>, so that it is possible to sufficiently lessen the impact from the secondary collision on the medium-size dummy Mn<b>2</b>.

In the above-described manner, the airbag inner pressure setting method of the present invention can sufficiently lessen the impact on the small- and medium-size dummies Mn<b>1</b> and Mn<b>2</b> as dummy pedestrians (i.e., dummy colliding external objects). Thus, the present invention can sufficiently lessen the impact on both of the small- and medium-size external objects Mn<b>1</b> and Mn<b>2</b> irrespective of the sizes and colliding velocities of the external objects Mn<b>1</b> and Mn<b>2</b>.

Further, the airbag inner pressure setting method of the present invention is characterized in that, when the predetermined large-size pedestrian-simulating dummy Mn<b>3</b> has collided against the vehicle <b>10</b> as a dummy colliding external object, the inner pressure Pb and once the head Hd<b>3</b> of the dummy Mn<b>3</b> the deployed airbag at time point T<b>6</b>, the inner pressure of the deployed air bag <b>41</b> is set to a characteristic such that it is kept at the low level value P<b>4</b>, lower than the maximum level value P<b>4</b>, capable of not only preventing the large-size dummy Mn<b>3</b> from greatly bouncing off the airbag <b>41</b> but also preventing the head Hd<b>3</b> of the dummy Mn<b>3</b> from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b>, for a predetermined time period that follows the time point T<b>6</b> when the head Hd<b>3</b> of the dummy Mn<b>3</b> hits the airbag <b>41</b>.

The large-size dummy Mn<b>3</b> is taller and heavier than the medium-size dummy Mn<b>2</b>. Thus, the time point (T<b>6</b>) at which the large-size dummy Mn<b>3</b> hits the airbag <b>41</b> tends to be later than the time point (T<b>3</b>) at which the medium-size dummy Mn<b>2</b> hits the airbag <b>41</b>. In view of such a tendency, the present invention keeps the inner pressure Pb at the predetermined low level value P<b>4</b> and can thereby sufficiently lessen the impact on the large-size dummy Mn<b>3</b> as well.

In the above-described manner, the airbag inner pressure setting method of the present invention can set optimal inner pressure control characteristics capable of versatilely sufficiently lessening the impact on all of the small-, medium- and large-size dummies Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b> as dummy pedestrians (i.e., dummy colliding external objects). Thus, the present invention can sufficiently and reliably lessen the impact on all of the external objects Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b> even where there exist great differences in size and colliding velocity among the colliding external objects Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b>.

The following paragraphs describe an example operational sequence for setting the inner pressure control characteristics for the airbag <b>41</b> for use in the vehicular external airbag apparatus <b>40</b>, with reference to <figref idref="DRAWINGS">FIGS. 7A–7D</figref> and <figref idref="DRAWINGS">FIGS. 3–6</figref>. The operational sequence for setting the inner pressure control characteristics for the airbag <b>41</b> is based on the assumption that the vehicle <b>10</b> has already reached (already become equal to or higher than) the preset reference traveling velocity when some external object has collided against the vehicle <b>10</b>. The operational sequence is intended to set target inner pressure level values Pb of the airbag <b>41</b> and ultimately confirm the protecting performance of the thus-set airbag <b>41</b> based on tests using dummy pedestrians, by performing the following simulation operations.

<figref idref="DRAWINGS">FIG. 7A</figref> is a flow chart showing a first portion of the operational sequence carried out by the inner pressure control characteristic setting unit <b>200</b> for setting the inner pressure control characteristics for the vehicular external airbag <b>41</b> in accordance with the basic principles of the present invention.

Step ST<b>01</b>: Three types of pedestrian-simulating dummies (i.e., small-, medium- and large-size dummies Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b> of <figref idref="DRAWINGS">FIG. 5</figref>) are prepared as dummy external objects to be brought into the secondary collision against the airbag <b>41</b>.

Step ST<b>02</b>: Airbag (specifically, airbag model) <b>41</b> having a predetermined shape and size is set in the folded position in the pre-determined retainer near the front windshield <b>13</b> of the vehicle <b>10</b>, and the inflator <b>42</b> is set in the airbag <b>41</b>.

Step ST<b>03</b>: Gas production amount (flow rate) of the inflator <b>42</b> responsive to the ignition or activation of the first igniter <b>56</b> is provisionally set. Capacity of the airbag <b>41</b> and the number and opening size (diameter) of the vent hole <b>61</b> are provisionally set. Maximum level value P<b>1</b> of the inner pressure Pb of the airbag <b>41</b> is provisionally set within the predetermined pressure range of Pmin to Pmax in such a manner that the maximum level value P<b>1</b> is reached prior to arrival at the second time point T<b>2</b> (that is an estimated time value).

Step ST<b>04</b>: At a time point when the time value represented by the first time point T<b>1</b> is estimated to have elapsed from the reference collision time point T<b>0</b>, i.e. at the first time point (i.e., first ignition timing) T<b>1</b>, the first igniter <b>56</b> is ignited to inflate the airbag <b>41</b>.

Step ST<b>05</b>: At the second time point T<b>2</b>, the head of the small-size dummy Mn<b>1</b> is caused to collide against (i.e., come into the secondary collision against) the airbag <b>41</b> at the predetermined reference (or target) high velocity.

Step ST<b>06</b>: A determination is made as to whether the small-size dummy Mn<b>1</b> could be appropriately prevented from bouncing off the airbag <b>41</b> and the head Hd<b>1</b> of the dummy Mn<b>1</b> could be appropriately prevented from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b>. With a NO determination, the flow branches to step ST<b>07</b>, while, with a YES determination, the flow proceeds to step ST<b>09</b>. For example, a measurement is made of an actual bouncing velocity of the small-size dummy Mn<b>1</b> relative to the airbag <b>41</b>, and, if the measured actual bouncing velocity is lower than a preset reference bouncing velocity, then it is determined that the small-size dummy Mn<b>1</b> could be appropriately prevented from bouncing off the airbag <b>41</b>.

Further, HIC (Head Injury Criterion) value of the small-size dummy Mn<b>1</b> is checked, and, if the HIC value is smaller than 1,000, then it is determined that the head Hd<b>1</b> could be appropriately prevented from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b>. The “HIC value” is a value for evaluating safety. The greater the HIC value, the higher the safety; in general, the value “1,000” is used as the safety limit.

Step ST<b>07</b>: Because it has been determined that energy absorbing performance of the airbag <b>41</b> does not meet the predetermined requirements, the capacity of the airbag <b>41</b> and the number and opening size (diameter) of the vent hole <b>61</b> are adjusted, and the maximum level value P<b>1</b> of the inner pressure Pb of the airbag <b>41</b> is adjusted within the predetermined pressure range of Pmin to Pmax.

Step ST<b>08</b>: The airbag <b>41</b> is brought back to the original folded position, and then the first igniter <b>56</b> is ignited again at the first time point (i.e., first ignition timing) T<b>1</b> to inflate the airbag <b>41</b>, after which the flow reverts to step ST<b>05</b> to repeat the aforementioned operations.

Step ST<b>09</b>: Because it has been determined that the energy absorbing performance of the airbag <b>41</b> satisfies the predetermined requirements, the current capacity of the airbag <b>41</b> and the current number and opening size (diameter) of the vent hole <b>61</b> are determined as appropriate settings. Also, the current maximum level value of the inner pressure Pb of the airbag <b>41</b> is determined as an appropriate setting. Then, the flow goes to an out-connector A<b>1</b>

<figref idref="DRAWINGS">FIG. 7B</figref> is a flow chart showing a second portion of the operational sequence carried out by the inner pressure control characteristic setting unit <b>200</b> for setting the inner pressure control characteristics for the vehicular external airbag <b>41</b> in accordance with the present invention.

Step ST<b>101</b>: The airbag <b>41</b> is brought back to the original folded position, and then the first igniter <b>56</b> is ignited again at the first time point (i.e., first ignition timing) T<b>1</b> to inflate the airbag <b>41</b>.

Step ST<b>102</b>: Inclination of the reference inner-pressure decrease rate line Ls is determined from the predetermined reference inner-pressure decrease ratio Rs.

Step ST<b>103</b>: Inclination of the actual internal-pressure decrease rate line Lr, i.e. actual decrease rate Ra, is determined. Specifically, the actual decrease rate Ra may be calculated, for example, on the basis of inner pressure level values P<b>2</b> and P<b>3</b> measured at the third and fourth time points T<b>3</b> and T<b>4</b> (estimated time values), respectively.

Step ST<b>104</b>: A determination is made as to whether the inclination of the actual internal-pressure decrease rate line Lr is greater than the inclination of the reference inner-pressure decrease ratio Rs, i.e. whether the actual decrease rate Ra has exceeded the reference decrease ratio Rs. With a NO determination, the flow branches to step ST<b>105</b>, while, with a YES determination, the flow proceeds to step ST<b>106</b>.

Step ST<b>105</b>: Because it has been determined that the energy absorbing performance of the airbag <b>41</b> does not meet the predetermined requirement, the gas production amount (flow rate) of the inflator <b>42</b> responsive to the ignition of the first igniter <b>56</b> is adjusted to decrease, after which the flow reverts to step ST<b>101</b> to repeat the aforementioned operations.

Step ST<b>106</b>: Because it has been determined that the energy absorbing performance of the airbag <b>41</b> satisfies the predetermined requirement, the currently-set gas production amount (flow rate) of the inflator <b>42</b> responsive to the ignition of the first igniter <b>56</b> is determined as an appropriate setting, and the flow proceeds to an out-connector A<b>2</b>.

<figref idref="DRAWINGS">FIG. 7C</figref> is a flow chart showing a third portion of the operational sequence carried out by the inner pressure control characteristic setting unit <b>200</b> for setting the inner pressure control characteristics for the vehicular external airbag <b>41</b> in accordance with the present invention.

Step ST<b>201</b>: The sixth time point T<b>6</b> is provisionally set, and a gas production amount (flow rate) of the inflator <b>42</b> responsive to the ignition of the second igniter <b>57</b> is provisionally set.

Step ST<b>202</b>: The airbag <b>41</b> is brought back to the original folded position, and then the first igniter <b>56</b> is ignited again at the first time point T<b>1</b> to inflate the airbag <b>41</b>.

Step ST<b>203</b>: At the third time point T<b>3</b>, the head of the medium-size dummy Mn<b>2</b> is caused to collide against (i.e., come into the secondary collision against) the airbag <b>41</b> at the above-mentioned pre-determined reference (or target) high velocity.

Step ST<b>204</b>: At the sixth time point T<b>6</b>, the second igniter <b>57</b> is ignited to keep the airbag inner pressure Pb at the latter-period minimum level value P<b>4</b>

Step ST<b>205</b>: A determination is made as to whether the medium-size dummy Mn<b>2</b> could be prevented from bouncing off the airbag <b>41</b> and the head Hd<b>2</b> of the Mn<b>2</b> could be prevented from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b>. With a NO determination, the flow branches to step ST<b>206</b>, while, with a YES determination, the flow proceeds to an out-connector A<b>3</b>. This determination may be made using the same schemes as employed at step ST<b>06</b>.

Step ST<b>206</b>: Because it has been determined that energy absorbing performance of the airbag <b>41</b> does not meet the predetermined requirements, the ignition timing of the second igniter <b>57</b> (sixth time point or second ignition timing T<b>6</b>) and the gas production amount (flow rate) of the inflator <b>42</b> responsive to the ignition of the second igniter <b>57</b> are adjusted, after which the flow reverts to step ST<b>202</b> to repeat the aforementioned operations.

<figref idref="DRAWINGS">FIG. 7D</figref> is a flow chart showing a fourth portion of the operational sequence carried out by the inner pressure control characteristic setting unit <b>200</b> for setting the inner pressure control characteristics for the vehicular external airbag <b>41</b> in accordance with the present invention.

Step ST<b>301</b>: The airbag <b>41</b> is brought back to the original folded position, and then the first igniter <b>56</b> is ignited again at the first time point T<b>1</b> to inflate the airbag <b>41</b>.

Step ST<b>302</b>: At the sixth time point T<b>6</b>, the second igniter <b>57</b> is ignited to keep the airbag inner pressure Pb at the latter-period minimum level value P<b>4</b>

Step ST<b>303</b>: At the fifth time point T<b>5</b>, the head Hd<b>3</b> of the large-size dummy Mn<b>3</b> is caused to collide against (i.e., come into the second collision against) the airbag <b>41</b> at the above-mentioned predetermined reference (or target) high velocity.

Step ST<b>304</b>: A determination is made as to whether the large-size dummy Mn<b>3</b> could be prevented from bouncing off the airbag <b>41</b> and the head Hd<b>3</b> of the Mn<b>3</b> could be prevented from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b>. With a NO determination, the flow branches to step ST<b>305</b>, while, with a YES determination, the flow proceeds to step ST<b>306</b>. This determination may be made using the same scheme as employed at step ST<b>06</b>.

Step ST<b>305</b>: Because it has been determined that energy absorbing performance of the airbag <b>41</b> does not meet the predetermined requirements, the ignition timing of the second igniter <b>57</b> (sixth time point T<b>6</b>) and the gas production amount (flow rate) of the inflator <b>42</b> responsive to the ignition of the second igniter <b>57</b> are adjusted, and the flow reverts to step ST<b>202</b> via an in-connector A<b>4</b> of <figref idref="DRAWINGS">FIG. 9</figref>.

Step ST<b>306</b>: Because it has been determined that energy absorbing performance of the airbag <b>41</b> meets the predetermined requirements, the currently-set sixth time point is determined as an appropriate setting, and also the current gas production amount of the inflator <b>42</b> responsive to the ignition of the second igniter <b>57</b> is determined as an appropriate setting.

Step ST<b>307</b>: Now that respective specifications of the airbag <b>41</b>, vent hole <b>61</b> and inflator <b>42</b> have been determined in the aforementioned manner, the inflator <b>42</b> satisfying the specifications is selected for use with the external airbag <b>41</b>.

Step ST<b>308</b>: The protection performance of the airbag <b>41</b> with respect to the small-, medium- and large-size dummies Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b> colliding at the above-mentioned predetermined reference high velocities is ultimately confirmed; in this way, the execution of the operational sequence for setting the inner pressure control characteristics for the vehicular external airbag <b>41</b> is completed.

As apparent from the foregoing, the present invention defines significant points of the individual specifications separately at four different major stages that are summarized at items (1)–(4) below, and thus, it allows optimal inner pressure control characteristics for the airbag <b>41</b> to be set with simple procedures during the development stages of the vehicular external airbag apparatus <b>40</b> and external airbag deploying method. Namely, with the present invention, the optimal inner pressure control characteristics for the external airbag <b>41</b> can be set with utmost ease, with minimized trial and error, through the tests using the pedestrian-simulating dummies Mn, for each of various vehicles. In addition, the present invention facilitates selection of an appropriate inflator <b>42</b> because the inner pressure characteristics of the airbag inner pressure Pb to be targeted are very clear.

Namely, the four different stages are:

(1) the first stage where is set the maximum level value P<b>1</b> of the airbag inner pressure Pb at the second time point;

(2) the second stage where is set the inclination of the actual internal-pressure decrease rate line Lr over the period from the third time point T<b>3</b> to the fourth time point T<b>4</b>;

(3) the third stage where is set the sixth time point or ignition timing of the second igniter <b>57</b> within the time period from the fourth time point T<b>4</b> to the fifth time point T<b>5</b>; and

(4) the fourth stage where the protection performance of the airbag <b>41</b> is ascertained, using the small-, medium- and large-size dummies Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b>, under the settings made at the above three stages.

Next, with reference to <figref idref="DRAWINGS">FIG. 8</figref> and <figref idref="DRAWINGS">FIGS. 3–5</figref>, a description will be given about the inner pressure characteristics of the external airbag <b>41</b> in the vehicular external airbag apparatus <b>40</b>.

<figref idref="DRAWINGS">FIG. 8</figref> is a diagram showing inner pressure characteristics of the airbag <b>41</b> actually obtained through control by the control section <b>33</b> in the vehicular external airbag apparatus <b>40</b>, where the horizontal axis represents the elapsed time Ti (msec) and the vertical axis represents variation in the inner pressure Pb (kPa) of the airbag <b>41</b> controlled by the control section <b>33</b> in accordance with the inner pressure control characteristics set in advance in the above-described manner.

More specifically, in <figref idref="DRAWINGS">FIG. 8</figref>, an inner pressure characteristic curve Ba, indicated by a heavy, solid line, represents inner pressure characteristics of the airbag <b>41</b> actually achieved under control by the control section <b>33</b> in accordance with the (target) inner pressure control characteristics set and stored in advance via the inner pressure control characteristic setting unit <b>200</b> in the above-described manner, which is substantially similar to the inner pressure characteristic curve Ba of <figref idref="DRAWINGS">FIG. 6</figref> and thus will not be detailed here to avoid unnecessary duplication.

Time point “T<b>0</b>” (msec) represents a collision time point when any one of the above-mentioned dummies or external objects is assumed to have collided against a front portion of the vehicle <b>10</b>, and “T<b>1</b>”–“T<b>6</b>” subsequent to the time point T<b>0</b> represent different elapsed times from the collision time point T<b>0</b>.

The inner pressure characteristic curve Ba indicated by the heavy, solid line in <figref idref="DRAWINGS">FIG. 8</figref> represents characteristics for the airbag inner pressure Pb on the assumption that the traveling velocity of the vehicle <b>10</b> when an external object has collided with the vehicle <b>10</b> is equal to or higher than the preset reference velocity, i.e. that the vehicle <b>10</b> was traveling at a high velocity, equal to or higher than the preset reference velocity, at the time of the collision of the external object. If the second igniter <b>57</b> is not ignited at the sixth time point T<b>6</b>, the characteristics represented by the inner pressure characteristic curve Ba will vary as indicated by a thin two-dot chain line after the sixth time point T<b>6</b>.

Here, the sixth time point T<b>6</b> may also be referred to as “sixth time point (second ignition timing) T<b>6</b> to be applied when an external object has collided during high-velocity travel of the vehicle <b>10</b>”. The sixth time point T<b>6</b> is equal to a first reference time point T<b>6</b><i>a </i>(Ta=T<b>6</b><i>a</i>).

The latter-period reference minimum level value P<b>4</b> at the sixth time point T<b>6</b> may also be referred to as “latter-period reference minimum level value P<b>4</b><i>a </i>necessary when an external object has collided during high-velocity travel of the vehicle <b>10</b>”.

Of the inner pressure characteristic curve Ba, a portion generally kept at the latter-period reference minimum level value P<b>4</b><i>a </i>may be referred to as “inner pressure characteristic curve Baa to be applied when an external object has collided during high-velocity travel of the vehicle <b>10</b>”.

The third impact cushioning zone Hi may also be referred to as “third impact cushioning zone Hia to be applied when an external object has collided during high-velocity travel of the vehicle <b>10</b>”.

As noted earlier, the time point when the external object Mn comes into the secondary collision after the primary collision against the traveling vehicle <b>10</b> differs depending the traveling velocity of the vehicle <b>10</b>. Namely, the lower the traveling velocity of the vehicle, the later the time point of the secondary collision occurrence.

Therefore, there is a possibility that the “third impact cushioning zone Hia to be applied when an external object has collided during high-velocity travel of the vehicle <b>10</b>” fails to correspond to the time point when the head Hd<b>3</b> of the large-size external object Mn<b>3</b> comes into the secondary collision. It is therefore preferable that the inner pressure Pb of the airbag <b>41</b> be appropriately set so as to sufficiently lessen the impact on the large-size external object Mn<b>3</b> even when the time point of the actual secondary collision occurrence has been delayed behind the third impact cushioning zone Hia,

In view of the foregoing, the vehicular external airbag apparatus <b>40</b> of the present invention is arranged so that, when the traveling velocity of the vehicle <b>10</b> at the time point of the collision, against the vehicle <b>10</b>, of the external object Mn is lower than a preset reference traveling velocity, the sixth time point T<b>6</b>, i.e., timing for issuing the second ignition instruction, is delayed, by a predetermined delay time (i.e., first delay time Dt<b>1</b> or second delay time Dt<b>2</b>), behind that when the traveling velocity of the vehicle <b>10</b> at the time point of the collision is higher than the preset reference traveling velocity.

Namely, although not specifically shown in <figref idref="DRAWINGS">FIG. 8</figref>, when the traveling velocity Vr of the vehicle <b>10</b> is lower than a first reference traveling velocity VL<b>1</b> (Vr&lt;VL<b>1</b>), it is determined that the vehicle <b>10</b> is traveling at low velocity. When the traveling velocity Vr of the vehicle <b>10</b> is equal to or higher than the first reference traveling velocity VL<b>1</b> but lower than a second reference traveling velocity VL<b>2</b> (VL<b>1</b>≦Vr&lt;VL<b>2</b>), its is determined that the vehicle <b>10</b> is traveling at high velocity; in this case, VL<b>1</b>&lt;VL<b>2</b>.

When the large-size external object Mn<b>3</b> has collided against the vehicle <b>10</b> during medium-velocity travel, the sixth time point T<b>6</b> is delayed by the first delay time Dt<b>1</b> corresponding to a time length from the first reference time point T<b>6</b><i>a </i>to a second reference time point T<b>6</b><i>b </i>(i.e., Dt<b>1</b>=T<b>6</b><i>b</i>−T<b>6</b><i>a</i>).

If the second igniter <b>57</b> has been ignited or activated at the second reference time point T<b>6</b><i>b </i>later than the first reference time point T<b>6</b><i>a, </i>the inner pressure Pb is caused to vary in accordance with an inner pressure characteristic curve Bab, to be applied when an external object has collided against the vehicle <b>10</b> during medium-velocity travel, after the second reference time point T<b>6</b><i>b </i>as indicated by a thin, broken line.

The inner pressure characteristic curve Bab, to be applied when an external object has collided against the vehicle <b>10</b> during medium-velocity travel, is a generally-mountain-shaped line in accordance with which the inner pressure Pb of the airbag <b>41</b> is caused to temporarily increase in level. According to the inner pressure characteristic curve Bab, the inner pressure Pb can be kept at a latter-period reference minimum level value P<b>4</b><i>b, </i>necessary when the large-size external object Mn<b>3</b> has collided against the vehicle <b>10</b> during medium-velocity travel, for a predetermined time period. This predetermined time period will hereinafter be referred to as “third impact cushioning zone Hia to be applied when an external object has collided during medium-velocity travel of the vehicle <b>10</b>”.

Further, when the large-size external object Mn<b>3</b> has collided against the vehicle <b>10</b> during low-velocity travel, the sixth time point T<b>6</b> is delayed by the second delay time Dt<b>2</b> corresponding to a time length from the first reference time point T<b>6</b><i>a </i>to a third reference time point T<b>6</b><i>c </i>(i.e., Dt<b>2</b>=T<b>6</b><i>c</i>−T<b>6</b><i>a</i>); in this case, T<b>6</b><i>b</i>&lt;T<b>6</b><i>c. </i>

If the second igniter <b>57</b> has been ignited at the third reference time point T<b>6</b><i>c </i>later than the first reference time point T<b>6</b><i>a, </i>the inner pressure Pb is caused to vary in an inner pressure characteristic curve Bac, to be applied when an external object has collided against the vehicle <b>10</b> during low-velocity travel, after the third reference time point T<b>6</b><i>c </i>as indicated by a heavy, broken line.

The inner pressure characteristic curve Bac, to be applied when an external object has collided against the vehicle <b>10</b> during low-velocity travel, is a generally-mountain-shaped line in accordance with which the inner pressure Pb of the airbag <b>41</b> is caused to temporarily increase. According to the inner pressure characteristic curve Bac, the airbag inner pressure Pb can be kept at a latter-period reference minimum level value P<b>4</b><i>c</i>, necessary when the large-size external object Mn<b>3</b> has collided against the vehicle <b>10</b> during low-velocity travel, for a predetermined time period. This predetermined time period will hereinafter be referred to as “third impact cushioning zone Hic to be applied when an external object has collided during low-velocity travel of the vehicle <b>10</b>”.

The latter-period reference minimum level values P<b>4</b><i>a, </i>P<b>4</b><i>b </i>and P<b>4</b><i>c </i>each represent a value that can not only prevent the large-size external object Mn<b>3</b> from greatly bouncing off the airbag <b>41</b> but also prevent the head Hd<b>3</b> of the large-size external object Mn<b>3</b> from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b>. The latter-period reference minimum level values P<b>4</b><i>a, </i>P<b>4</b><i>b </i>and P<b>4</b><i>c </i>are determined in view of the shapes, sizes, etc. of the front windshield <b>13</b> and adjoining parts and shape, size and degree of deformation, etc. of the airbag <b>41</b> in the vehicle <b>10</b> to which is applied the vehicular external airbag apparatus <b>40</b> of the present invention.

Further, the third impact cushioning zones Hib and Hic each represent a time range when the head Hd<b>3</b> of the large-size external object Mn<b>3</b> is estimated to hit the airbag <b>41</b>, similarly to the third impact cushioning zone Hia.

<figref idref="DRAWINGS">FIG. 9</figref> is a flow chart showing an example control sequence executed by the control section <b>33</b> of <figref idref="DRAWINGS">FIG. 3</figref> for achieving the airbag inner pressure characteristics of <figref idref="DRAWINGS">FIG. 8</figref>, in the case where the control section <b>33</b> is implemented by a microcomputer. This control sequence is started up in response to turning-on of a not-shown ignition switch and brought to an end in response to turning-off of the not-shown ignition switch. The control sequence will be described with reference to <figref idref="DRAWINGS">FIG. 9</figref> and <figref idref="DRAWINGS">FIGS. 3–5</figref>.

Step ST<b>401</b>: Current traveling velocity Vr of the vehicle <b>10</b> is measured, for example, via the vehicle velocity sensor <b>32</b>.

Step ST<b>402</b>: Detection signal from the external-object-collision detecting sensor <b>31</b> is read into the control section <b>33</b>. Note that the collision detecting sensor <b>31</b> generates a collision detection signal, upon detection of acceleration exceeding a preset reference acceleration value, assuming that an external object Mn has collided against a front portion of the vehicle body <b>11</b>.

Step ST<b>403</b>: A determination is made, on the basis of the detection signal from the external-object-collision detecting sensor <b>31</b>, as to whether any external object Mn has collided against a front portion of the vehicle body <b>11</b>. With a NO determination, control reverts to step ST<b>401</b>, while, with a YES determination based on the collision detection signal from the collision detecting sensor <b>31</b>, control proceeds to step ST<b>404</b>.

Step ST<b>404</b>: Elapsed time counted by a timer (timer counted time Tc) built in the control section <b>33</b> is rest to “0” (zero), and then the timer is caused to start counting the elapsed time from the collision (i.e., primary collision) of the external object Mn.

Step ST<b>405</b>: The first igniter <b>56</b> is ignited at the first time point (first ignition timing) T<b>1</b>.

Step ST<b>406</b>: The detected traveling velocity Vr is compared to the first reference velocity VL<b>1</b> and second reference velocity VL<b>2</b>. The first reference velocity VL<b>1</b> represents a reference low velocity value, while the second reference velocity VL<b>2</b> represents a reference medium velocity value greater than the first reference velocity VL<b>1</b> (VL<b>1</b>&lt;VL<b>2</b>). Note that the traveling velocity Vr determined through a combination of steps ST<b>401</b> and ST<b>403</b> is a traveling velocity at the time point when the external object Mn has collided against the vehicle <b>10</b>.

If the traveling velocity Vr is lower than the first reference velocity VL<b>1</b> (Vr&lt;VL<b>1</b>), i.e. if the external object Mn has collided against the vehicle <b>10</b> during low-velocity travel of the vehicle <b>10</b>, control branches to step ST<b>407</b>.

If the traveling velocity Vr of the vehicle <b>10</b> is equal to or higher than the first reference traveling velocity VL<b>1</b> but lower than the second reference traveling velocity VL<b>2</b> (VL<b>1</b>≦Vr&lt;VL<b>2</b>), i.e. if the external object Mn has collided against the vehicle <b>10</b> during medium-velocity travel of the vehicle <b>10</b>, control proceeds to step ST<b>408</b>.

If the traveling velocity Vr is equal to or higher than the second reference velocity VL<b>2</b> (VL<b>2</b>≦Vr), i.e. if the external object Mn has collided against the vehicle <b>10</b> during high-velocity travel of the vehicle <b>10</b>, control branches to step ST<b>409</b>.

Step ST<b>407</b>: Time value of the sixth time point T<b>6</b> (i.e., second ignition timing T<b>6</b>) is set to the predetermined third reference time value T<b>6</b><i>c. </i>

Step ST<b>408</b>: Time value of the sixth time point T<b>6</b> is set to the predetermined second reference time value T<b>6</b><i>b. </i>

Step ST<b>409</b>: Time value of the sixth time point T<b>6</b> is set to the predetermined first reference time value T<b>6</b><i>a. </i>

In this case, the second reference time value T<b>6</b><i>b </i>is greater than the first reference time value T<b>6</b><i>a, </i>and the third reference time value T<b>6</b><i>c </i>is greater than the second reference time value T<b>6</b><i>b </i>(i.e., T<b>6</b><i>a</i>&lt;T<b>6</b><i>b</i>&lt;T<b>6</b><i>c</i>). As apparent from the foregoing, the time value of the sixth time point T<b>6</b> (i.e., second ignition timing T<b>6</b>) at step ST<b>407</b> is greater, by a value “T<b>6</b><i>c</i>–T<b>6</b><i>a</i>”, than that at step ST<b>409</b>, and the time value of the sixth time point T<b>6</b> at step ST<b>408</b> is greater by a value “T<b>6</b><i>b</i>–T<b>6</b><i>a</i>” than that at step ST<b>409</b>.

Step ST<b>410</b>: A determination is made as to whether the counted elapsed time Tc has passed the sixth time point T<b>6</b> (reference time) (T<i>c</i>≧T<b>6</b>). With a NO determination, the operation at step ST<b>410</b> is repeated until a YES determination is made, while, with a YES determination, control proceeds to step ST<b>411</b>.

Step ST<b>411</b>: The second igniter <b>57</b> is ignited, after which control is brought to an end.

The foregoing description may be summarized as follows.

When any external object Mn (e.g., pedestrian) has collided against the vehicle <b>10</b> (primary collision), the control section <b>33</b> in the vehicular external airbag apparatus <b>40</b> causes the inflator <b>42</b> to produce the high-pressure gas at two separate ignition (or activation) timing in response to respective ignition instructions given from the control section <b>33</b>, so that the airbag <b>41</b> with the vent hole <b>61</b> is inflated and deployed along the outer surfaces of the front windshield <b>13</b> and other parts adjoining the front windshield <b>13</b>. In this way, the external object Mn, having collided against the vehicle <b>10</b>, can be protected by the deployed airbag <b>41</b> when hitting (i.e., coming into the secondary collision against) another portion of the vehicle <b>10</b> (following the primary collision).

The inner pressure characteristics of the airbag <b>41</b> achieved in accordance with the present invention are made up primarily of a first or initial-stage inner pressure characteristic and second or subsequent-stage inner pressure characteristic following the first inner pressure characteristic as may be understood from <figref idref="DRAWINGS">FIG. 6</figref>. Namely, the first inner pressure characteristic and second inner pressure characteristic are achieved by the control section <b>33</b> performing first and second control in accordance with the inner pressure control characteristics set and stored in advance in the manner as described above in relation to <figref idref="DRAWINGS">FIG. 6</figref>.

According to the first control, as seen from <figref idref="DRAWINGS">FIGS. 3–5</figref> and <b>8</b>, when the predetermined small-size external object Mn<b>1</b> has collided against the vehicle <b>10</b> and once the head Hd<b>1</b> of the small-size external object Mn<b>1</b> hits the deployed airbag <b>41</b> at a predetermined reference high velocity, the inner pressure Pb of the inflated airbag <b>41</b> is set to the first inner pressure characteristic such that the inner pressure Pb takes the maximum pressure P<b>1</b> capable of not only preventing the external object Mn<b>1</b> from greatly bouncing off the airbag <b>41</b> but also preventing the head Hd<b>1</b> of the external object Mn<b>1</b> from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b> and is then caused to gradually decrease in level from the maximum pressure P<b>1</b>. Namely, the inner pressure Pb of the airbag <b>41</b> is controlled, by the first control, to assume the aforementioned first inner pressure characteristic.

It has previously been known or confirmed that the head Hd<b>1</b> of the small-size external object Mn<b>1</b>, having a small height St<b>1</b> and weight, comes into the secondary collision at a predetermined reference high velocity. By setting the inner pressure Pb of the airbag <b>41</b> such that the inner pressure Pb when the head Hd<b>1</b> of the small-size external object Mn<b>1</b> has hit the airbag <b>41</b> takes the maximum level value P<b>1</b>, it is possible to sufficiently cushion the impact on the external object Mn<b>1</b> having hit the airbag <b>41</b>.

According to the second control, as seen from <figref idref="DRAWINGS">FIGS. 3–5</figref> and <b>8</b>, when the predetermined large-size external object Mn<b>3</b> has collided against the vehicle and once the head Hd<b>3</b> of the large-size external object Mn<b>3</b> hits the deployed airbag <b>41</b> at time point T<b>6</b>, the inner pressure Pb is set to the second inner pressure characteristic such that it is kept for a predetermined time period at the low level value P<b>4</b> capable of not only preventing the external object Mn<b>3</b> from greatly bouncing off the airbag <b>41</b> but also preventing the head Hd<b>3</b> of the external object Mn<b>3</b> from hitting the bottom <b>41</b><i>a </i>of the airbag <b>41</b>. Namely, the inner pressure Pb of the airbag <b>41</b> is controlled, by the second control, to assume the aforementioned second inner pressure characteristic.

The medium-size external object Mn<b>2</b> and large-size external object Mn<b>3</b> are each taller and heavier than the small-size external object Mn<b>1</b>. Thus, the time point at which the external object Mn<b>2</b> or Mn<b>3</b> hits the airbag <b>41</b> tends to be later than the time point at which the small-size external object Mn<b>1</b> hits the airbag <b>41</b>. In view of such a tendency, the inventive control starts keeping the inner pressure Pb at the predetermined low level value at a possible time later than the time point at which the small-size external object collides against the vehicle <b>10</b>, so that it can sufficiently lessen the impact on the medium- and large-size external objects Mn<b>2</b> and Mn<b>3</b>.

In the above-described manner, the present invention can sufficiently lessen the impact on all of the small-, medium- and large-size external objects Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b>. Thus, the present invention can versatilely sufficiently lessen the impact on the external objects Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b> even where there exist great differences in size and colliding velocity among the external objects Mn<b>1</b>, Mn<b>2</b> and Mn<b>3</b> coming into the secondary collision against the inflated and deployed airbag <b>41</b>.

The control section <b>33</b> issues the first igniting instruction at the first time point (i.e., first ignition timing) Ti to inflate and deploy the airbag <b>41</b> in such a manner that the inner pressure Pb of the airbag <b>41</b> is controlled to assume the aforementioned first inner pressure characteristic. Then, the control section <b>33</b> issues the second igniting instruction at the sixth time point (i.e., second ignition timing) T<b>6</b> in such a manner that the inner pressure Pb of the airbag <b>41</b> is controlled to assume the aforementioned second inner pressure characteristic. Further, in the case where the condition that the traveling velocity Vr of the vehicle <b>10</b> detected (at step ST<b>401</b> of <figref idref="DRAWINGS">FIG. 9</figref>) at the time point when any external object Mn has collided against the vehicle <b>10</b> (step ST<b>403</b> of <figref idref="DRAWINGS">FIG. 9</figref>) is lower than the preset reference traveling velocity VL<b>1</b> or VL<b>2</b> has been satisfied (step ST<b>406</b> of <figref idref="DRAWINGS">FIG. 9</figref>), the control section <b>33</b> controls the second ignition timing T<b>6</b> (for issuing the second ignition instruction) to be delayed, by the determined delay time Dt<b>1</b> or Dt<b>2</b>, as compared to the case where the condition has not been satisfied (step ST<b>407</b> or ST<b>408</b> and step ST<b>410</b> of <figref idref="DRAWINGS">FIG. 9</figref>).

Namely, when the traveling velocity Vr of the vehicle <b>10</b> detected at the time point when the external object Mn has collided against the vehicle <b>10</b> is lower than the preset reference traveling velocity VL<b>1</b> or VL<b>2</b>, the control section <b>33</b> delays the second ignition timing T<b>6</b> (for issuing the second ignition instruction), by the determined delay time (first or second delay time Dt<b>1</b> or Dt<b>2</b>), behind the second ignition timing T<b>6</b> to be applied in the case where the detected traveling velocity Vr of the vehicle <b>10</b> is equal to or higher than the preset reference traveling velocity VL<b>1</b> or VL<b>2</b>.

Because only the second ignition timing T<b>6</b> for issuing the second ignition instruction is varied here in accordance with the detected traveling velocity Vr, sufficient protection performance of the vehicular external airbag apparatus <b>40</b> can be secured reliably not only during high-velocity travel but also during low-velocity travel. Namely, even during low-velocity travel, the desired second inner pressure for the inflated and deployed airbag <b>41</b> can be maintained through the second control.

Further, because the first ignition timing T<b>1</b> for issuing the first ignition instruction is constant irrespective of the traveling velocity Vr of the vehicle <b>10</b>, the airbag <b>41</b> can be promptly inflated and deployed upon primary collision of an external object Mn against the vehicle <b>10</b> so that the above-mentioned first or initial-stage inner pressure characteristic can be secured. Therefore, irrespective of behavior of the external object Mn coming into the secondary collision, even more sufficient protection performance of the vehicular external airbag apparatus <b>40</b> can be secured reliably.

As apparent from the foregoing, the impact on the external object Mn colliding against the vehicle <b>10</b> can be sufficiently lessened irrespective of the traveling velocity Vr at the time of the collision.

The vehicular external airbag apparatus <b>40</b> of the present invention should not be construed as limited to the arrangements that the airbag <b>41</b> covers the upper surface of the cowl top <b>21</b>, front surfaces of the front pillars <b>12</b> and front windshield <b>13</b>; for example, the front surfaces of the front pillars <b>12</b> and front windshield <b>13</b> may be covered with a plurality of the airbags <b>41</b> provided in corresponding relation thereto.

The “reference velocities” to be used for comparison with the traveling velocity Vr at the time of collision of an external object Mn against the vehicle <b>10</b> are not limited to two reference velocity values, i.e. first and second reference velocities VL<b>1</b> and VL<b>2</b>; for example, just one or more than two reference velocity values may be set, in accordance with which the number and time values of the predetermined delay times (e.g., first and second delay times Dt<b>1</b> and Dt<b>3</b>) may be set as desired.

Further, there may be prestored a map defining relationship between “various possible velocities of the vehicle <b>10</b> at the time of collision of external objects Mn against the vehicle <b>10</b>” and “delay time values”, so as to use the map to determine a suitable delay time value corresponding to the current traveling velocity Vr.

The vehicular external airbag apparatus <b>40</b> of the present invention is particularly suitable for use on or around the front pillars of passenger cars, such as sedans or wagons, having a relatively short front nose section.

Obviously, various minor changes and modifications of the present invention are possible in the light of the above teaching. It is therefore to be understood that within the scope of the appended claims the invention may be practiced otherwise than as specifically described.